US5103645A - Internal combustion engine and method - Google Patents

Internal combustion engine and method Download PDF

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Publication number
US5103645A
US5103645A US07/708,837 US70883791A US5103645A US 5103645 A US5103645 A US 5103645A US 70883791 A US70883791 A US 70883791A US 5103645 A US5103645 A US 5103645A
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United States
Prior art keywords
combustion
dead center
top dead
cylinder
air
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US07/708,837
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English (en)
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John M. Haring, deceased
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Thermon Manufacturing Co
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Thermon Manufacturing Co
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Priority to US07/708,837 priority Critical patent/US5103645A/en
Application filed by Thermon Manufacturing Co filed Critical Thermon Manufacturing Co
Priority to YU109691A priority patent/YU48175B/sh
Priority to CA002045263A priority patent/CA2045263C/en
Priority to BR919102616A priority patent/BR9102616A/pt
Priority to EP91305631A priority patent/EP0463818B1/de
Priority to KR1019910010290A priority patent/KR920001065A/ko
Priority to DE69112142T priority patent/DE69112142T2/de
Priority to JP3177227A priority patent/JPH04262025A/ja
Priority to ES91305631T priority patent/ES2079033T3/es
Priority to SU914895830A priority patent/RU2082891C1/ru
Assigned to THERMON MANUFACTURING COMPANY reassignment THERMON MANUFACTURING COMPANY ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: HARING, BETTY J., INDEPENDENT CO-ADMINSTRATOR OF THE ESTATE OF JOHN MCMASTER HARING, DEC'D, HARING, ROBERT T., CO-ADMINSTRATOR OF THE ESTATE OF JOHN MCMASTER HARING, DEC'D
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Publication of US5103645A publication Critical patent/US5103645A/en
Assigned to MCSHAN, E. L., JR. (2.5%), BATHO, ROBERT T. (0.5%), ROBERT RAY ANDERSON FAMILY LIMITED PARTNERSHIP (2%), HARING, ROBERT THOMAS (5%), SAMMIE R. TEAGUE FAMILY LIMITED PARTNERSHIP (0.5%) reassignment MCSHAN, E. L., JR. (2.5%) ASSIGNS TO EACH ASSIGNEE THE AMOUNT OF INTEREST SPECIFIED BY THEIR RESPECTIVE NAMES, EFFECTIVE JUNE 24, 1992. (SEE RECORD FOR DETAILS) Assignors: HARING, BETTY JEAN AND, HARING, ROBERT THOMAS, INDEPENDENT ADMINISTRATORS OF THE ESTATE OF JOHN MCMASTER HARING (DECEASED)
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
    • F02B33/22—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with pumping cylinder situated at side of working cylinder, e.g. the cylinders being parallel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0412—Multiple heat exchangers arranged in parallel or in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/06—Engines with prolonged expansion in compound cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0425—Air cooled heat exchangers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0437—Liquid cooled heat exchangers
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the field of the invention is internal combustion engines, both Otto and Diesel cycle, large and small, movable and stationary, such as presently used in automobiles and trucks as well as all other types of internal combustion engines.
  • Both the Otto and Diesel cycle engines accomplish their purposes via parameters or strokes, which follow one another in a defined order: (1) intake stroke, (2) compression stroke, (3) power or firing stroke, and (4) exhaust stroke.
  • Each of these four parameters are performed in each power cylinder of a multi cylinder Otto or Diesel cycle engine.
  • Each of these cycles can be further classified as a "two-stroke cycle” which achieves all of these parameters or “strokes” in one revolution of the crank shaft, or "four stroke cycle” which achieves all of these parameters or "strokes” in two revolutions of the crank shaft.
  • Each of the above type of engine can be provided as naturally aspirated, supercharged or turbocharged, intercooled and/or after cooled.
  • Superchargers and turbochargers both allow more mass of air to be trapped within a given engine size, bore, stroke, and rpm.
  • Intercoolers and aftercoolers also allow more air to be trapped in a given engine size, bore and rpm.
  • Detonation occurs when the unburned air/fuel mixture ahead of the flame front is heated to its autoignition temperature. Then, all of the unburned mixture can burn up in less than a thousandth of a second. This is comparable to an explosion, and peak firing pressures of several hundred psi can become several thousand psi, damaging or destroying the engine. Therefore, for any Otto cycle as well as any Diesel cycle engine, the limit of increasing horsepower via adding more and more air fuel mixture to any such engine is detonation.
  • the autoignition temperature for various fuels is readily available and shown in the following table from J. H. Perrys ChE Handbook, pp. 9-31 through 9-33.
  • U.S. Pat. Nos. 1,087,042; 2,372,272; and 3,232,042 disclose internal combustion engines wherein the fuel and air mixture is compressed, passed through a cooler and forced into the engine's cylinders.
  • U.S. Pat. Nos. 2,581,334 and 2,516,911 disclose engine air induction control systems wherein an independently driven blower compresses the combustion air which is subsequently passed through an intercooler and then into the engine.
  • These internal combustion engines are all high compression engines with relatively short times of combustion and at high temperatures and pressures, high fuel consumption, high exhaust gas temperatures and chemical pollutants, such as CO, CO 2 and NO x .
  • the present invention is directed to improving internal combustion engines by an improved engine cycle, hereinafter sometimes referred to as the "Haring Cycle,” in which detonation is completely eliminated as an end point in producing Bhp.
  • a relatively slow and long burning combustion or power cycle which provides an exhaust at high pressure which can be utilized to drive a turbocharger or subsequent cylinder or cylinders.
  • the elapsed time of combustion (ETC) at substantially constant pressure is extended and is longer than in present internal combustion engines.
  • the compression ratio is reduced compared to current internal combustion engines, and the maximum temperature in the power or combustion cylinder can readily be below the temperature at which NO X is formed.
  • the pressure during combustion remains substantially constant. This results in a controlled energy release tailored to a change in volume per unit of time, all of which results in more torque and horsepower, less fuel consumption and drastically decreases pollution to the atmosphere.
  • substantially constant pressure means a pressure that is maintained within a range of 20% of the maximum controlled combustion pressure.
  • FIG. 10 provides an example of the controlled combustion range for a diesel cycle engine.
  • Elapsed time of combustion at a substantially constant pressure is meant that a substantial portion of the combustion occurs at substantially constant pressure since total time of combustion includes preliminary combustion, fast combustion, tail end combustion or stages of combustion.
  • the substantially constant pressure portion of combustion should be extended to at least a minimum crank angle duration of 45° after top dead center.
  • the entire combustion process is not necessarily at substantially constant pressure.
  • the underlying basic concepts applicable to the present invention are that engine power is produced by burning an air/fuel mixture, that maximum power output is no longer limited by the maximum amount of mixture that can be burned without detonation, that detonation is controlled by the temperature of the combustible air/fuel mixture, and that extending the elapsed time of combustion (ETC) to provide more pressure as the effective moment arm is being increased substantially increases torque.
  • the ETC has a minimum crank angle of 45° at substantially constant pressure.
  • the combustion extends from a starting range of 35° before TDC to 35° after TDC until an ending range of 45° to 180° or more after TDC.
  • the combustion begins within a starting range from 35° before top dead center to 35° after top dead center and can end within ranges such as 45° to 90°, 90° to 180° or 45° to 200° after top dead center.
  • combustion is basically a chemical reaction, and that the rate of this chemical reaction increases in speed as the initial temperature is increased, the reaction is controlled by cooling the air/fuel mixture prior to ignition below a point where detonation can occur during the burning period, reducing the peak firing pressure when the piston is near top dead center and increasing the cylinder pressure over that ordinarily obtained once the angularity of the connecting rod and crank pin center line is such that the transmitted force from the piston will have an appreciable lever arm, so as to create more torque, and thus more horsepower.
  • the combustion air and/or air/fuel mixture is compressed externally to pressures of 40% to 100% of the final compression pressure of the combustion cylinder and then introduced into the combustion cylinder and does not rely on the combustion cylinder for substantially all of its compression.
  • the combustion air and/or air/fuel mixture is cooled externally of the combustion cylinder to a temperature which is effective to maintain the compressed air when mixed with the fuel to form a cooled air/fuel mixture which would not reach its autoignition temperature ahead of the flame front during burning or combustion thereof in the combustion cylinder. This completely eliminates any chance of the air/fuel mixture ahead of the flame front from reaching its autoignition temperature and detonating.
  • the fixed combustion cylinder volume at top dead center is increased so that as the piston starts accelerating downwardly, the change in volume per change of time (dV/dT) is decreased thus reducing the cylinder pressure at a much slower rate than by having a much smaller volume at top dead center as in the current higher compression ratio Otto and Diesel cycle engines.
  • the fuel is introduced into the combustion cylinder at a timed rate extending from a range starting at 45° before top dead center to 35° after top dead center of the piston and continues up to as much as 180° or more, such as 200°, after top dead center thereby permitting an extended and slow burning power cycle (ETC) of at least a duration of 45° of crank angle thereby increasing torque with little to no loss in combustion pressure and exhausting the combustion products from the combustion cylinder which are still at a relatively high pressure which can be utilized further to produce additional torque output via a second or third expansion, such as by piston or rotary devices.
  • the fuel can be introduced into the combustion chamber intermittently during combustion to provide a controlled energy release to maintain the peak combustion temperature below 1800° F. or the approximate temperature at which NO x forms.
  • the exhaust pressure from the second or third stage expansion can become the driving force for the first stage of compression for the next power stroke before being muffled and then exhausted to the atmosphere.
  • the compression stage and mixture cooling system are separated from the combustion cylinder systems, which assists in controlling the rate of combustion, and consequently the ETC, peak firing pressure, instantaneous shock and strain levels, torque output, air pressure and temperature, fuel consumption rates, combustion efficiency, scavenging efficiency, exhaust pollution and heat rejection incidences. These can be effectively controlled with appropriate manual or automatic adjustments or controls.
  • the Haring Cycle utilizes external compression with external cooling since there is no present method or means to remove sufficient heat from the compressed air while it remains in the combustion cylinder as presently used in Otto or Diesel cycle engines, even with turbochargers and inter coolers or after coolers.
  • An external compressor, especially designed for the compressing function is considerably more efficient than the use of the combustion cylinder for compression during one cycle of the engine.
  • external compression allows the engine operator to vary from appropriate settings for maximum power to maximum efficiency, which can be done on the same engine by varying the injection pressure, temperature, cylinder volume at the beginning and end of the injection, and timing of the ignition.
  • external does not necessarily contemplate a completely separate machine but only externally of the combustion cylinder.
  • the ETC is increased by increasing the time of injection from beginning to end which decreases the peak firing pressure when the piston is near top dead center and increases pressure over that ordinarily obtainable, once the angularity of the connecting rod and crank pin center line is such that the transmitted force from the piston will have an appreciable lever arm, so as to produce more torque and more horsepower. This is accomplished by varying and controlling the pressure, temperature, volume and ETC during combustion.
  • Further objects of the present invention are to provide an internal combustion engine which when compared to physically comparably-sized Otto or Diesel cycle engines has increased available horsepower, reduced peak firing pressure, reduced shock and strain on mechanical parts, reduced fuel consumption rates, reduced heat rejection rates, reduced exhaust gas temperature, reduced exhaust gas pollutants, reduced operating costs, increased overall efficiency, and reduced capital costs for available power.
  • a further object of the present invention is to provide such an engine with the foregoing advantages which has the capability to burn fuels, such as grain alcohol from agricultural products, which are difficult to use in conventional engines, and to use fuels having lower detonation temperatures not suitable for Otto and Diesel cycle engines.
  • ETC extended and slow burning power cycle
  • a further object of the present invention is the provision of a method of and means for improving performance of and decreasing pollutants from an internal combustion engine by increasing the fixed combustion cylinder volume at top dead center so that, as the piston starts accelerating in its power stroke, the change in volume per the change in time (dV/dT) is decreased at a much slower rate thereby maintaining more cylinder pressure through the power stroke than by having a much smaller volume at top dead center as in current Otto and Diesel cycles.
  • a further object of the present invention is a method of improving performance of and decreasing pollutants from an internal combustion engine by controlling and timing the fuel injections so that the fuel is not all injected almost immediately as in the Otto and Diesel cycles thereby increasing the elapsed time of combustion.
  • FIG. 1 is a schematic diagram of a typical Haring Cycle engine system according to the invention.
  • FIG. 2 is a top view schematic of a typical four cylinder internal combustion engine according to the invention.
  • FIG. 3 is a schematic diagram of the engine of FIG. 2 illustrating relative positions of the pistons during combustion, expansion, and expansion and compression.
  • FIG. 4 is a view similar to that of FIG. 2 but illustrates a three cylinder internal combustion engine.
  • FIG. 5 is a view of a three cylinder Haring Cycle engine similar to that of FIG. 3 but illustrates the relative positions of the pistons during combustion, expansion and compression.
  • FIG. 6 is a pressure volume (PV) diagram of a conventional internal combustion Diesel engine.
  • FIG. 7 is a pressure volume (PV) diagram of a Haring Cycle internal combustion test engine.
  • FIG. 8 is a theoretical pressure volume (PV) diagram of a preferred Haring Cycle engine as illustrated in FIGS. 4 and 5.
  • FIG. 9 is an Indicator Diagram for a compression engine for the Otto cycle from Stone, Richard, Introduction to Internal Combustion Engines, London, MacMillan Publishers Ltd., 1985, p. 65, with two vertical lines added for illustrating the duration of substantially constant pressure or controlled combustion.
  • FIG. 10 is an Indicator Diagram for a compression ignition engine of the Diesel cycle from Stone, Richard, Introduction to Internal Combustion Engines, London, MacMillan Publishers Ltd., 1985, p. 65, with two vertical lines added illustrating the duration of substantially constant pressure or controlled combustion.
  • FIG. 11 is a diagrammatic view of FIG. 5 including charts indicating crank and piston positions within the three cylinder unit, indicating when the working fluid is transferred from one cylinder to the next.
  • compression externally of the combustion cylinder or “external” or “externally” when describing the location of where compression is taking place means that either compression is taking place in a separate machine from that of the combustion cylinder, that compression is taking place in a common engine block but not in the combustion cylinder or cylinders themselves, or that compression is taking place inside the combustion cylinder itself without combustion on one stroke, then exhausted from the combustion cylinder, cooled, and then reintroduced into the combustion cylinder for combustion on a subsequent stroke.
  • final compression pressure means the compression pressure in the combustion cylinder before combustion.
  • introduction when referring to the fuel or the air/fuel mixture are used interchangeably and simply refer to providing the fuel or the air/fuel mixture to a combustion chamber or cylinder.
  • the present invention is directed to methods and means to provide a relatively slow and long burning combustion or power cycle which results in an exhaust of high pressure which can be used to drive subsequent cylinder or cylinders and/or turbochargers.
  • the compression ratio is reduced and combustion temperatures can be below the approximate temperature at which NO x forms.
  • the pressure during combustion remains substantially constant. This results in a controlled energy release producing more torque and horsepower, less fuel consumption and drastically decreases pollution, both chemical and heat, to the atmosphere.
  • the invention is applicable to modifying existing engines and to new internal combustion engines.
  • a conventional air intake filter 10 can be utilized, but preferably one with a low pressure drop, to receive atmospheric air.
  • the filtered air is then passed to the air compression system 12 for compressing the air externally of the power cylinder.
  • the filtered atmospheric air is further compressed in the compressor 12 to 40% to 100% of the final compression pressure so that substantially all or most of the compression of the air is done externally of the combustion cylinder.
  • the air compression system 12 can be selected to achieve the engine designer's purpose by using a single stage, multi stage, or any compressor type or arrangement to provide the maximum effective pressure for the combustion cylinder.
  • the compressed air and/or air/fuel is then introduced into the air cooling system 14 and is cooled to temperatures effective to maintain the compressed air when mixed with the fuel to form a combustible air/fuel mixture temperature ahead of the flame front below its autoignition temperature before or during combustion in the combustion cylinder, and preferably below a temperature of 1800° F. which is the approximate temperature at which NO x starts to form.
  • the air cooling system 14 may be a single unit, or multi stage coolers as desired for maximum cooling efficiency.
  • the compressed and cooled air is then introduced into the power system or combustion cylinder 16, preferably before top dead center of the piston in the combustion cylinder 16.
  • the fixed combustion cylinder volume at top dead center can be increased optimumly so that as the piston starts accelerating in the power stroke, the change in volume is decreased per change of time (dV/dT) which reduces the cylinder pressure as the volume increases over a much lower rate than by having a much smaller volume at top dead center as found in current, higher compression ratio Otto and Diesel cycles.
  • the fuel is introduced into the combustion cylinder 16 at a timed rate extending from a range starting at 45° before to 35° after the top dead center of the piston and continuing to as much as 180° or more after the top dead center so that it is not all injected almost instantaneously as in current Otto and Diesel cycles. Delivery of the fuel or air/fuel mixture and combustion may continue to 180° after top dead center or more where engine designs require higher exhaust gas pressures/volumes to drive the expansion piston and/or subsequently the external air compressor.
  • an engine designer using the Haring Cycle principle, can select any desired maximum cylinder pressure for any particular engine application, can then select the fuel injection cutoff point in degrees after top dead center, thereby maintaining an almost constant cylinder pressure from top dead center to the cutoff point. If the engine designer selects the cutoff points so that the total heat released does not raise the combustion temperature above 1800° F., very little, if any, NO x will be formed during the combustion process. In any event, the fuel rate, the exhaust temperature, the unburned hydrocarbons, CO, CO2 and NO x will be dramatically reduced over that of an Otto, Diesel or other cycles producing the same output power.
  • the designer can select an almost constant cylinder pressure from top dead center to a selected cutoff point so that combustion does not raise the cylinder temperature above 1800° F. or the approximate temperature at which NO x begins to form. Ideally, the pressure at bottom dead center or at the point where the exhaust valve or valves begin to open will not be below 30% of the substantially constant controlled combustion pressure.
  • the products of combustion from the power system 16 are passed into the exhaust system 18 which may or may not, as desired, recover pressure from the exhaust flow and become the driving force for the first stage of compression for the next power stroke before being muffled and exhausted to the atmosphere.
  • a four cylinder test engine 20 was selected because it was available and convertible to the Haring Cycle which includes the air filter 22, the turbocharger 24, the cooler 26 from where the compressed and cooled air is introduced into the compression cylinder 28 of the engine 20 where it is further compressed and then passed through the cooler 30 where it is again cooled and then introduced into the combustion chamber or cylinder 32.
  • the products of combustion are exhausted in the exhaust manifold 34 into the expansion cylinders 36 and 38, and drive the expansion pistons 46 and 48, then are exhausted into the surge chamber 40 and further exhausted through a turbine or like device 41 to drive the compressor 24.
  • a combustion or power piston 42 is disposed in the combustion cylinder 32 and is connected to the crank shaft 43 by the crank arm 44.
  • Expansion pistons 46 and 48 are disposed in expansion cylinders 36 and 38 and are connected by the crank arms 50 and 52, respectively, to the crank shaft 43.
  • An expansion/compression piston 54 is disposed in the expansion/compression cylinder 28 and connected to the crank shaft 43 by the crank arm 56.
  • the internal combustion engine 20 as illustrated in FIGS. 2 and 3 utilizes a single combustion or power chamber 32, two expansion chambers 36 and 38, and a compression chamber 28.
  • the products of combustion are of sufficient pressure and volume when introduced into the two expansion chambers 36 and 38 to expand, and drive the pistons 46 and 48.
  • the expanded products of combustion are introduced into the turbocharger 24 to initially compress the air.
  • surge chambers may be provided as needed, such as those indicated at 40 and 41.
  • FIGS. 4 and 5 where like reference numerals with the reference letter "a" are used to designate like components of FIGS. 2 and 3, a three cylinder internal combustion engine is illustrated which is substantially the same as that in FIGS. 2 and 3 except that the two expansion chambers 36 and 38 have been combined into a single enlarged expansion chamber 36a.
  • the mode of operation and results are the same as that of the internal combustion engine of FIGS. 2 and 3; however, a much more compact internal combustion engine is provided having all of the features and advantages of that of FIGS. 2 and 3. Accordingly, no more description of the engine of FIGS. 4 and 5 is given or deemed necessary.
  • FIG. 6 a PV diagram is illustrated for a conventional Diesel engine.
  • the engine was a Yanmar Diesel engine, Model TS50C, 4 cycle horizontal, had one power cylinder, a bore and stroke of 2.7559 inch ⁇ 2.7559 inch and had a rating of 4 horsepower at 2000 rpm. It had a compression ratio of 24.5/1, specific fuel consumption of 0.474 pounds per brake horsepower hour, had a combustion system including a precombustion chamber and the cooling system comprised an Ebullient cooling system with an air condenser.
  • the intake valve 5 opens at top dead center, and closes at 6, 25° after bottom dead center (ABDC)
  • the exhaust valve 7 opens at 52° before bottom dead center (BBDC)
  • BBDC bottom dead center
  • ATDC 28° after top dead center
  • FIG. 7 is a PV diagram for the same Diesel engine modified as follows:
  • the fixed cylinder volume at TDC was increased by the addition of 0.2375 inch thick steel spacer and 0.0625 inch extra gasket installed between the cylinder head and cylinder body. Longer push rods were made to compensate for the spacer plate and extra head gasket dimensions.
  • the intake valve guide was threaded and a string packing gland with an adjustable nut was added to eliminate leakage past the intake valve stem.
  • the valve timing was changed by increasing the tappet clearances to eliminate the "normal" 28° valve overlap at TDC.
  • the fuel injector plunger pump was replaced by one which pumped almost three times the fuel volume per stroke as the normal pump without any change in the discharge orifice and spring.
  • the engine modifications were designed so that the maximum peak pressure would be close to the normal engine maximum pressure as shown in PV diagram, FIG. 6, to demonstrate the beneficial effects of increasing the elapsed time of combustion not that more Bhp via higher cylinder pressure could be obtained. Accordingly, the engine modifications were limited so that there was 50 psig air pressure provided and the original peak firing pressure, but a longer ETC.
  • the intake valve 5 opens at 2° ATDC and closes at 6, 23° ABDC
  • the exhaust valve 7 opens at 27° BBDC, and closes at 8, 1° ATDC.
  • the PV card (FIG. 7) shows a maximum load of 27.48 power cylinder indicated horsepower with a maximum cylinder pressure of about 1190 psia. Also, as indicated by the PV card (FIG. 7), the exhaust valve 6 opened at about 600 psig cylinder pressure which can be utilized to perform work.
  • the modified engine achieved 581% increase in brake horsepower output at slightly less than three times the original fuel usage.
  • NO x due to the drastically reduced peak firing temperatures by starting combustion at 700° F. instead of over 1600° F., and releasing fuel energy during combustion over a much longer period of time, or about 50% of crank rotation rather than approximately 5% of crank rotation of the normal engine, NO x , which starts forming at approximately 1800° F.
  • FIG. 8 is a theoretical PV diagram of the combustion cylinder of a preferred Haring Cycle engine having one small combustion cylinder, one large reexpansion cylinder and one intermediate size expansion/compression cylinder as illustrated in FIGS. 4 and 5.
  • Intake valve 1 opens at and admits cool compressed air at 1100 psia into the combustion cylinder at a crank angle of 30° before TDC, the exhaust valve 2 closes at 12° before top dead center, the intake valve 3 closes at 10° before top dead center and fuel injection 4 begins at 5° before TDC.
  • Combustion 5 starts at TDC and at a pressure of 1200 psia
  • fuel injection 6 ends at 70° after TDC
  • combustion at substantially constant pressure 7 ends at 90° crank angle
  • the exhaust valve 8 opens at 160° after TDC with an exhaust pressure of 800 psia which is passed into the expansion cylinder 36 of FIG. 4.
  • combustion cylinders 42 (FIG. 3) and 42a(FIG. 5) do very little compressing of the incoming air and that the combustion pressure remains substantially constant throughout 90° of crank angle providing more pressure as the effective moment arm is being increased substantially which increases torque, horsepower, and provides an exhaust pressure of 800 psia for further expansion.
  • PV diagram of FIG. 8 is theoretical, an engine designer can design an engine fueled by Diesel, gasoline or other types of fuels, to provide this or the desired PV diagram of the engine for the purpose desired using the Haring Cycle principles.
  • fuels which can be used include alcohol fuels derived from grain or other sources in vapor, liquid or dry state, including fuels with low autoignition temperatures considered unusable in the past.
  • the cooling may be accomplished by any suitable means, such as freon or ammonia refrigeration, waste heat refrigeration, air to air cooling, air to water cooling, water to water cooling and the like.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Supercharger (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Exhaust Gas After Treatment (AREA)
US07/708,837 1990-06-22 1991-06-06 Internal combustion engine and method Expired - Fee Related US5103645A (en)

Priority Applications (10)

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US07/708,837 US5103645A (en) 1990-06-22 1991-06-06 Internal combustion engine and method
ES91305631T ES2079033T3 (es) 1990-06-22 1991-06-21 Motor de combustion interna y procedimiento.
BR919102616A BR9102616A (pt) 1990-06-22 1991-06-21 Metodo de aumentar o desempenho de um motor de combustao interna,metodo de melhorar o desempenho e reduzir os poluentes de qualquer motor de combustao interna,e motor de combustao interna
EP91305631A EP0463818B1 (de) 1990-06-22 1991-06-21 Verbrennungskraftmaschine und Verfahren dazu
KR1019910010290A KR920001065A (ko) 1990-06-22 1991-06-21 내연기관 및 그 성능 향상 방법
DE69112142T DE69112142T2 (de) 1990-06-22 1991-06-21 Verbrennungskraftmaschine und Verfahren dazu.
YU109691A YU48175B (sh) 1990-06-22 1991-06-21 Poboljšani motor sa unutrašnjim sagorevanjem i postupak poboljšanja performansi
CA002045263A CA2045263C (en) 1990-06-22 1991-06-21 Internal combustion engine and method
SU914895830A RU2082891C1 (ru) 1990-06-22 1991-06-21 Способ работы двигателя внутреннего сгорания и двигатель внутреннего сгорания
JP3177227A JPH04262025A (ja) 1990-06-22 1991-06-21 内燃機関およびその性能改善方法

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US07/708,837 US5103645A (en) 1990-06-22 1991-06-06 Internal combustion engine and method

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US6415600B1 (en) * 1998-07-10 2002-07-09 Saab Automobile Ab Catalytic converter system for i.c.-engine with divided flow and two converters
US6655327B1 (en) * 1999-04-08 2003-12-02 Cargine Engineering Ab Combustion method for an internal combustion engine
US6854453B1 (en) 2003-11-26 2005-02-15 Joseph Day, Jr. Positive pressure vapor fuel injection system
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US20100294217A1 (en) * 2008-01-21 2010-11-25 Junichiro Kasuya Waste Heat Utilization Device for Internal Combustion Engine
US20110041496A1 (en) * 2008-02-12 2011-02-24 Knorr-Bremse Systeme Fuer Nutzfahrzeuge Gmbh Method and Device for Generating Compressed Air and for Blowing it into an Internal Combustion Engine
US8215292B2 (en) 1996-07-17 2012-07-10 Bryant Clyde C Internal combustion engine and working cycle
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US8726857B2 (en) 2010-01-19 2014-05-20 Altor Limited Lc System and method for electrically-coupled heat engine and thermal cycle
DE102010032055B4 (de) * 2010-07-23 2015-01-08 Hong Kong Meta Co. Ltd. Verfahren zum Betreiben einer Brennkraftmaschine sowie Brennkraftmaschine
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US5934076A (en) * 1992-12-01 1999-08-10 National Power Plc Heat engine and heat pump
US8215292B2 (en) 1996-07-17 2012-07-10 Bryant Clyde C Internal combustion engine and working cycle
US6415600B1 (en) * 1998-07-10 2002-07-09 Saab Automobile Ab Catalytic converter system for i.c.-engine with divided flow and two converters
US6655327B1 (en) * 1999-04-08 2003-12-02 Cargine Engineering Ab Combustion method for an internal combustion engine
US6256997B1 (en) 2000-02-15 2001-07-10 Intermagnetics General Corporation Reduced vibration cooling device having pneumatically-driven GM type displacer
CN100339586C (zh) * 2002-02-06 2007-09-26 马自达汽车株式会社 增压式发动机的控制装置
US20060053786A1 (en) * 2002-02-06 2006-03-16 Mitsuo Hitomi Control device for supercharged engine
US7096833B2 (en) * 2002-02-06 2006-08-29 Mazda Motor Corporation Control device for supercharged engine
US20090283061A1 (en) * 2003-06-20 2009-11-19 Branyon David P Split-Cycle Four-Stroke Engine
US20090241927A1 (en) * 2003-06-20 2009-10-01 Scuderi Group, Llc Split-Cycle Four-Stroke Engine
US20050039711A1 (en) * 2003-08-18 2005-02-24 Bryant Clyde C. Internal combustion engine and working cycle
US6854453B1 (en) 2003-11-26 2005-02-15 Joseph Day, Jr. Positive pressure vapor fuel injection system
US7448349B2 (en) 2005-03-09 2008-11-11 Zajac Optimum Output Motors, Inc. Internal combustion engine and method
US20070012024A1 (en) * 2005-03-09 2007-01-18 John Zajac Internal Combustion Engine and Method
US20070017200A1 (en) * 2005-03-09 2007-01-25 John Zajac Internal Combustion Engine and Method
US20070017204A1 (en) * 2005-03-09 2007-01-25 John Zajac Internal Combustion Engine and Method
US20060243229A1 (en) * 2005-03-09 2006-11-02 John Zajac Internal combustion engine and method
US7415947B2 (en) 2005-03-09 2008-08-26 Zajac Optimum Output Motors, Inc. Internal combustion engine and method
US7415948B2 (en) 2005-03-09 2008-08-26 Zajac Optimum Output Motors, Inc. Internal combustion engine and method
US7418929B2 (en) 2005-03-09 2008-09-02 Zajac Optimum Output Motors, Inc. Internal combustion engine and method
US7424871B2 (en) 2005-03-09 2008-09-16 Zajac Optimum Output Motors, Inc. Internal combustion engine and method
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US20070017201A1 (en) * 2005-03-09 2007-01-25 John Zajac Internal Combustion Engine and Method
US7481189B2 (en) 2005-03-09 2009-01-27 Zajac Optimum Output Motors, Inc. Internal combustion engine and method
US7487748B2 (en) 2005-03-09 2009-02-10 Zajac Optimum Output Motors, Inc. Internal combustion engine and method
US20070017203A1 (en) * 2005-03-09 2007-01-25 John Zajac Internal Combustion Engine and Method
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US7434551B2 (en) 2006-03-09 2008-10-14 Zajac Optimum Output Motors, Inc. Constant temperature internal combustion engine and method
US20070289562A1 (en) * 2006-03-09 2007-12-20 John Zajac Constant temperature internal combustion engine and method
US20090158739A1 (en) * 2007-12-21 2009-06-25 Hans-Peter Messmer Gas turbine systems and methods employing a vaporizable liquid delivery device
US20100294217A1 (en) * 2008-01-21 2010-11-25 Junichiro Kasuya Waste Heat Utilization Device for Internal Combustion Engine
US20110041496A1 (en) * 2008-02-12 2011-02-24 Knorr-Bremse Systeme Fuer Nutzfahrzeuge Gmbh Method and Device for Generating Compressed Air and for Blowing it into an Internal Combustion Engine
US8479514B2 (en) * 2008-02-12 2013-07-09 Knorr-Bremse Systeme Fuer Nutzfahrzeuge Gmbh Method and device for generating compressed air and for blowing it into an internal combustion engine
AU2015225583B2 (en) * 2014-03-07 2017-12-21 Filip KRISTANI Four-cycle internal combustion engine with pre-stage cooled compression
US9494075B2 (en) * 2014-03-07 2016-11-15 Filip Kristani Four-cycle internal combustion engine with pre-stage cooled compression
US20150252718A1 (en) * 2014-03-07 2015-09-10 Filip Kristani Four-Cycle Internal Combustion Engine with Pre-Stage Cooled Compression
RU2661234C2 (ru) * 2014-03-07 2018-07-13 Филип КРИСТАНИ Четырёхтактный двигатель внутреннего сгорания с предварительно охлаждаемой компрессией
US11220943B2 (en) 2018-04-16 2022-01-11 Volvo Truck Corporation Internal combustion engine arrangement
US10837396B1 (en) 2019-05-14 2020-11-17 Science Applications International Corporation Torque-slewing diesel engine operation
US11261821B2 (en) 2019-05-14 2022-03-01 Science Application International Corporation Torque-slewing diesel engine operation
US11598292B1 (en) * 2020-02-06 2023-03-07 Michael Anthony Tieman Engine system
CN116171348A (zh) * 2020-08-13 2023-05-26 Fpt工业股份公司 分体式循环内燃发动机
US20230296045A1 (en) * 2020-08-13 2023-09-21 Fpt Industrial S.P.A. Split cycle internal combustion engine
US11952938B2 (en) * 2020-08-13 2024-04-09 Fpt Industrial S.P.A. Split cycle internal combustion engine

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Publication number Publication date
YU109691A (sh) 1995-03-27
RU2082891C1 (ru) 1997-06-27
EP0463818B1 (de) 1995-08-16
KR920001065A (ko) 1992-01-29
DE69112142T2 (de) 1996-01-18
CA2045263C (en) 1996-10-22
DE69112142D1 (de) 1995-09-21
BR9102616A (pt) 1992-01-21
ES2079033T3 (es) 1996-01-01
YU48175B (sh) 1997-07-31
CA2045263A1 (en) 1991-12-23
EP0463818A1 (de) 1992-01-02
JPH04262025A (ja) 1992-09-17

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